Automatic safety device.



E. J. LALIR.

AUTOMATIC SAFETY DEVICE.

APPLICATION FILED 001122,1913.

Patented Nov. 10, 1914.

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the piston 6 to their locomotive adjacent the said valve, and said cylinder is provided with a `iston 6, adapted to reciprocate therein, and) equipped with a piston rod 7, extending outwardiv from seid cylinder to be connected at its free end as at 8, to the outer extremity of the valve actuating lever or arm 4. A. contractile spring 9 is interposed between the head ot the cylinder 5 and the valve actuating arm 4 of suilicient contractile resiliency to retract the arm 4 as Well as the piston 6 within the cylinder when the pressure, which is adapted to actuate the said piston, is relieved.

In order that air may be supplied to open ate the mechanism above described, a reservoir l0 is provided, and this reservoir, in turn, is supplied with air by ineens of e. pump, conventionally' illustrated as at 11, and operated by a cam and rod 12 and 13 in connection with the axle lll of the locomotive. The air from the reservoir is conducted to the train line controlling 'system through a pipe illustrated. lgenerally at 15 and as a means of controllingr the flow of air therethrough, a valve 16 is provided. Fron this construction it will be obvious that upon the opening of the valve 1.6, air will be admitted to the train line controlling cylinder from the reservoir 10, and the piston in the said cylinder will be forced out-l wardly, carrying with it the piston rod 7 and thereby actuating,r the valve 2 to a ply the brakes in connection with the train ine; upon closing the valve 16 the pressure from the reservoir will be relieved in the cylinder 5 and the contractile spring 9 operates to autonuitically return the valve stein 3 and initial, or inoperative positions. Y

To the end that the valve 16 may be ro jerted. by a mechanism to be more .ully described later. into a position to be oper ated to establish communication between the train line controlling cylinder and the reservoir 10, by means ot' a detent or other obstacle adjacent the trai-li, the air duct or pipe 1:3 at its medial portion constructed ot' suitable :octal and bent into a U-sha ed form, indicated at 17, While flexible pipes 18, similar to those used in making pipe connections between the several cars of the train. are connected to the opposite ends of thesaid U-sliaped section 17 and to the train line controlling cylinder and reservoir respoctivcly. This, as will be obvious, will permit ol iiiovcincnt inwardly and outwardly of the U-shaped section. of the pipe without interfering iii any way with the ilow of air tlicrctlii'ouo'h. The U-shaped section i7 is supported upon a movable ironie lil moulded to reciprocate within a. stationary ironic ift' .secured to the body portion of the loiwnnotivc or cali. means of i-ccipri'w-liogg the 2": ally of thvI iocifsociifc,

l l l l l l l l l s l l i l l l l l l l l o wiuprrssifgu ,yliir der 21 is provided adjacent the rear end thereof, the said compression cylinder being provided With a reduced neck or projection cylinder 22 provided with a piston 23, to which the frame 19 is connected by means of a piston `rod 24. A

jiistments of thesame may be iliade. The contractile'springs 25 are provided, each connected at one end to the compression cylinder and at th other end to the mov able frame 19, in order that retrograde movement may 'be impaited to the said movable freine when the pressure within the compression cylinder has been relieved. A pipe or other conduit 26 is provided establishing communication between the com pression cylinder 21 and the reservoir 1Q The piston 23 within the projecting cylii der 22, as more clearly illustrated in Fig. 2,. is provided with a port 27, adapted when movingr outwardly by reason of high pres sure Within the cylinder 21, to register in turn with the ports 28, 29, and 30;' arranged in alineuient longitudinally of the projecting cylinder 22, to permit of the escape of air when the pressure is in excess of the desired amount, that is, when the more rapid reciprocations of the pump 11,due to increased speed of the locomotive, compresses such a quantity of air as to be dangerous to the mechanism if not relieved. It will be observed that when the pressure is such as to force the piston 23 to permit of registration of the port 27 with the port 30 in the projecting cylinder, the port 28 in said cvlinder will be uncovered by the rear end of the said piston to permit of a double outlet.

The detent which is illustrated. cinventioiially at 31 is positioned upon the tract' and in a. position to operate the vairf when the same is in extended position in order that the said detent 31 may op te I turn buckle is pro-' vided in the pistonA rod in order that ad- 'all lo open the valve 16, the said valve i. oro

vided with a lever or arm 32 providi ivith a squared portion 33 adapted to recefre the' squared stem of the valve 16. The lever or arm extends outwardly from :Laie valve 16, transversely' of the railroad track when the Valve is iu inoperative or closed position, t0 be contacted by the detent 31 when the movable frame 19 is extended, as has been desdribed. Thus it will be seen that upon rotation of, the wheel shaft 14 which carries the cani 12, the pump ll will be operated to supply the reservoir connected therewith with air, and as the pressure within the reservoir increases, the piston Q3 in tlie projecting cylinder is foi-ced outwardly. transversely oi [lie railroad track, and ohviousiy projects i alle lo into such posin tion as to he opiY by the delent 31. As :lio llci'cnt :afrluziii' the valve iliiough the lever or aiin ori, the air luiderpressure iii the reservoir admitted through the pipe line l5 to the train line controlling cylinder and, as has Vbeen previously described, the valve in the train line is operated to apply 5"""t`heV brakes throughout he train system. As

the train loses. its momentum, the pressure in the reservoir obviously is reduced by reason of the ports in the projecting cylinder, and the less rapid reciprocations of the pump piston, and'vvhen the tension of ,the contractile springs overcomes the air pressure, the frame 19 carrying with it the U-shaped section 17 of the pipe, and the valve 16, are retracted to a position to lie wholly beneath the locomotive structure.

ln orde-r that the valve 16 may be actuated to relieve the pressurein the train line controlling` cylinder, a resetting. cylinder 34, pro-vided with a piston 35, and rod 36, is

provided adjacent the outer end of vthe mov-v able frame. .A yoke 37 is secured to the piston rod 86, extending rearwardly from the cylinder to, a position suitable to be engaged by a link 38, piv ted to a rearwardl extending arm 39 on the valye 16h The lin 38 is secured t0 the Said-yoke' by pin and slot connection as indicated'at 40 in order to allow for the relative .invmrdfandi outward movement of the; valve 16, A pipe line 41 isiextended from thex reservoir 10, throughthe cab Withinconvenient reach of the engineer, and down "to the resetting cylinder 34, a valve 42 beiner shown in the .portion of the pipe Within t cab in order that the engineer mayY easilyfeltrolfthe flow of air to the said resetting' cylinder. y After the operationof the brakes, device, as has been fully set forxt, the engineer, through the manipulation of the valve 42, may admit air to the resetting cylinder 34, and through the'voperation-of the piston 35 therein, the yoke 37 through the link 38 operates to exert reverse movement upon the valve stem and therebyV shuts oil' the supply of air to the train line contro-llin system. A contractile spring 43 ispositioned between the yoke 37 and the' cylinder 34 in order that the resetting mechanism may assume normal position when pressure within vthe resetting cylinderll has been relieved.

A drain 4A isl provided in the lovvermost part of the reservoir. This comprises a lwcly 45, provided at one end with means for securing the same in communication with the reservoir, an outlet 46, a valve plunger 47 in the body, and held'normally in raised position by a spring 48 to close said outlet. When the pressure of air within the reservoir l() is suflicient to overcome the pressure of the .spring 48, the valve is cle-- pressed and any accumulated matter in thc tank is blown out, thereby preventing freezing of the device. i

l claim:

da ln an automatic brake actuating dcvice, a. detent adjacent arailroad track, a locomotive, a train line upon said locomotive and a valve in said train line, a train line controlling cylinder adjacent said valve, a piston in said cylinder, a rod connected to said piston and extending beyond said cylinder, cooperating means upon said valve and said rod for operating the former, an air reservoir, a pipe connecting said train line controlling cylinder and said reservoir and a valve provided with a 'stem in said pipe, means governed by the speed of the locomotive for projecting said stem into a position :to be operated by said detent, and means operable from 'the locomotive cab for closing said valve, substantially as described.

2. ln an automatic brake actuating device, a detent adjacent a railroad track, a locomotive, a. train line upon said locomotive and a valve provided with a stein in said train line, a train line controlling cylinder provided with a piston androd adjacent said valve, meanskcnnecting said piston rod and said valve stem whereby the latter Will be operated upon movement of said piston, an air reservoir, a pipeA connecting said traineline controlling cylinder and said reservoir and a normally closedvalve in said pipe, a stem in said valve adapted to be contacted by said detent to establish communication between said reservoir and said train line controlling,Y cylindex', means governed by the speed of said locomotive for projecting said stem into a position to be operated by said detcnt, and means operable from the locomotive cab for ,closing said valve, substantially as described.

3. In au automa-tic brake actuating device, a detent adjacent a railroad track, a locomotive, a train line u .ousaid locomotive and a valve provide v'ith a stem in said train line, a train line controlling,r cylinder provided with a pistou and rod adjacent said valve, means connecting said piston and said valve stem whereby the latter Will be operated upon movement of said piston, an air reservoir,a pipe connecting said train line controlling cylinder and said reservoir, a valve-in said pipe, an arm for operating said valve, a supportingframe for said pipe, a projecting cylinder, a piston in said projecting cylinder and a rod connecting" said supporting frame and said piston, and means for supplying air ,to said projecting cylinder, substantially as described.

4. ln an automatic brake actuating device, a datent adjacent a railroad track, a locomotive, a. train line upon said locomotive, and a valve provided with a stem in said train liuc. a train line controlling cylieder provided with a piston aud rod adjacent said valve, means connecting said piston and said valve stein whereby the latter will be operated upon movement of said piston, an air reservoir, a pipe connectinfr said train line controlling cylinder and said reservoir, a valve in said pipe, an arm for operating said valve' adapted to be projected into the path of said detent, a movable supporting frame for said pi e, a projecting cylinder, a piston in sai cylinder and a rod connecting said piston and said movable supporting frame, means for snpplying air to said projecting cylinder, land means for retracting said movable supporting frame when the air in said promoting cylinder is exhausted, substantially as described.v n u 5. In an automatic brake actuating device, a-detent adjacent a railroad track, a locomotive, a train line, upon said locomotive, and a valve provided with a stem in said train line, a train line controlling cylinder provided with a piston and rod adjacent said valve, means connecting said piston and said valve stein whereby the latter will be operated upon movement of said piston, an air reservoir, a pipe connecting said train line controlling cylinder and said reservoir, a valve in said pipe, an arm for operating said valve adapted to be projected into the path of said detent, a movabley supporting frame for said pipe, a projecting cylinder, a piston in'said cylinder, and a rod connectingsaid piston-and said movable sumorting frame, means for supw plying ainto sind; projecting cylinder, and

means for exhausting the air in said cy inder, substantially as described. f3. In an automatic brake actuating device, a detent adjacent a railroad track, a locomotive, a train line upon said locomotive land a valve in said train line, a train line controlling cylinder 4adjacent saidl lvalv e,a piston in said cylinder, a rod, con-` neet-ed to said piston and extending beyond said cylinder, coperating means upon said valve andsaid rod for operating the former, an air reservoir, a pipe connecting said train line controlling cylinder and said reservoir, a valve providedwith a stem in said pipe, means for projecting said'valve and said pipe outwardly to permit of said valve stem being operated by said detent, a resetting cylinder adjacent said valve, a piston in. said resetting cylinder, va rod connected to said piston and projecting outwardly beyondvsaid resetting cylinder, means connecting said rod and said valve stein whereby said valve will be closed when said piston is forced outwardly, and means operable from said locomotive cab, for forcing said piston outwardly, 'substantially as described.

ln testimony whereof I have signedV my name to this specification in the presence of two subscribing Witnesses.

Jenn JAMES FQMQAN. 

